Switch mechanism for electric railways



(No Model.) 2 SheetsSheet l.

S. H. SHORT.

SWITCH MECHANISM FOR ELECTRIC RAILWAYS.

Patented Feb, 26, 1889.

r A I w dag,

(No Model.) 2 Sheets-Sheet 2.

S. H. SHORT.

SWITCH MECHANISM FOR ELECTRIC RAILWAYS. No. 398,663. Patented Feb. 26,1889.

UNITED STATES PATENT @EtiicE.

SIDXEY H. SHORT, OF COLUMBUS, OHIO.

SWITCH MECHANISM FOR ELECTRIC RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 398,663, dated February26, 1889.

Application filed November 13, 1888. Serial No. 290,762. (No model.)

To aZZ whom, it may concern.-

Be it known that I, SIDNEY II. SHORT, oi Columbus, in the county ofFranklin and State of Ohio, have invented a new and usu ful Improvementin Switch Mechanism for Electric Railways; and I do hereby declare thatthe following is a full, clear, and exact description of the same.

The invention which is the subject of the following specificationconsists of an improved switch mechanism designed for adouble-linedsectional conductor, such as that shown in Letters Patent of the UnitedStates granted to me the ith day of December, 1888, No. 394,139.

I have sought to provide a switch mechanism adapted to prevent sparkingand to be operated with certainty when the cars are running at a highrate of speed.

The particular improvements consist in combining with the double-linesectional conductora switch arranged to open and close alternately thesections of the double line, and a trolley adapted to provide a shortcircuit between the lines at the break and around the switch during theshifting of the said switch to close one and open the other, whereby allsparking is prevented.

The invention further consists in a locking device in connection withthe switch, whereby its action is rendered certain however high the rateof speed of the trolley.

Further, the invention consists of important combinations and details ofconstruction.

In the accompanying drawings, which illustrate my invention, Figure 1represents the conductor, trolley, and switch in side elevation. Fig. 2represents an end view of the switch, but on a scale larger than Fig.1.Fig. 3 shows a side elevation of the switch, and Fig. at a plan of thesame, both on the same scale;. and Fig. 5 shows the commutator-sleevedetached. Fig. 6 shows the trolley in plan. Fig. 7 is a diagram of theswitch, showing the trolley and the relation of the same to theoperating-levers, whereby the switch is shortcircuited as the trolleypasses it.

In the drawings, A and A represent the sections of wire of adoubleconductor of an electrical railway. The sections of each wire of thedouble line are continuous. The ends of the sections of each wire of theline are mechanically connected each to a plate, B, the lower edge ofwhich is grooved to receive it. To make a firm mechanical as well as agood electrical connection the end of the wire is turned up and driveninto a hole in the under edge of the plate, and then the wire issoldered in the plate. At each break there are four of these plates, two011 each side. They are all supported upon a frame,D, having flanges d,which project downward. On each flange two plates are fixed by means ofscrews l, which pass through the plates and into the flange. Aninsulating-plate, E, is interposed between the plates and the flange, bywhich every plate is entirely insulated, and those of the pairs on eachside are separated far enough to make an effective break in the line.

Upon the frame in central longitudinal line is a shaft, F, which turnsin bearings in standards f on the frame. 011 the ends of this shaft arefixed commutators G G, each having two conducting-sections set oppositeeach other and two non-conducting sections similarly arranged; but thenon-conducting sections of one commutator are opposite theconducting-sections of the other. Springbrushes 2, 3, a, and 5, one oneach side of each commutator, are insulated in supports on the frame.

In Fig. I of the drawings the car is sup posed to be moving from left toright. The brushes 2 and 3 of the left hand commutator are connected,respectively, by wires 8 and 9 to the plates B of the right-hand wire,and when these brushes bear upon the non-eonducting sections theconnection is broken in this wire, and when they bear on theconducting-sections the connection is closed. In the same way the plates011 the other side are connected by wires 10 and 1l,respectively, to thebrushes of the commutator on the other end of the shaft, butowing to thealternate arrangement of the conducting and non-conducting sections ofthe commutators in relation to each other, as heretofore described, whenone connection in either wire is broken the other is closed. Theeondueting-sections and their intermediate connections are made out of atubular piece of metal, 11, as shown in Fig. 5, in which parts are cutout, as shown at 71, leaving a ring, I, at the ends to form theconnection. The parts cut out are filled with any suitable non-conducting material. To give the shaft which carries these commutators the properrotary movement to open on one side of the line and close on the other,I have provided mechanism worked by the passage of the trolley. First,there is a star-wheel, K, fixed on the shaft of the commutators with itsradii in proper relation to the sections of the commutator. To move thisstep by step and to lock it in position when moved, arms L and M areprovided. These are conveniently in one piece, being pivoted at it ononeside of the frame. The moving arm L is shorter and has a spur, I,which normally stands in position, as shown in Fig. 2, to strike aradius of the star-wheel and move it one step. Vhile it is so moving theother arnnM, being longer, moves faster and downward and, leaving theopposite radius, unlocks the whc el.

This locking-arm has an enlarged bearingface adapted to the face of thewheel against which it bears. As the locking-arm moves backward anddownward the moving arm carries the wheel nearly one-fourth of arevolution and there holds it until the force which 7 moved theari'ns'has ceased to act. Then' tho arms are returned to their normalposition by means of a spring, N, which bears against the under side ofthe long arm. This carries the long arm up against the next radius,completing the one-fourth movement heretofore explained, and moving theradius-point on the other side to the position shown in Fig. when itstands ready to be engaged again by the moving arm.

The arms L and M are operated directly by means of levers O and P. Theseare pivoted on the plates 13 I3 and are in electrical connection withsaid plates. The lower ends extend down and have friction-rollers inrange of the passing trolley. The upper ends extend inwardly overinsulating-sleeves p on a pin inserted through the long arm M. Twolevers areused, so as to equalize the strain on the trolley and preventits displacement and to make electrical contact with the trolley toprevent sparking. When the trolley passes between the lower ends of thelevers, it pushes them outwardly and the inner ends down, thusdepressing the long arm M and throwing inwardly the short arm, with theeffect hereinbefore described.

Supposing the trolley to be advancing, there fore, from left to right,as in the diagrammatic view, Fig. 7, and the right-hand wire of the lineto be closed in front of it, while the left is 'open in front, theconditions being reversed in rear, the trolley, in the manner described,gives a quarter-turn to the commutators and reverses the switches,opening the right and closing the left, and as the trolley moves on thecurrent continues to pass from the righthand wire through the motor andon to the left-hand line, as more fully explained in my saidapplication.

In order to prevent the formation of an arc in the interval of shiftingthe switch, I have made provision which relates partly to theconstruction of the trolley, and is illustrated in Fig. 6 of thedrawings. It will be understood that the trolley Q is carried on ayielding arm, R, upheld by springs r 'r, and bears against the underside of the wires. It has two contact-wheels, each in connection withone terminal of the motor. Outside these wheels and in electricalconnection therewith are two curved contactpieces, which bear uponcontact surfaces or rollers on the lever and push out the levers andalso put them in electrical connection with the trolley-wheels so longas the contact pieces bear thereon. These levers are electricallyconnected to their supporting-plates, and these plates, as beforestated, are electrically connected with the conductors. Referring toFig. 7, it will be noticed. that the wings of the trolley extend forwardsome distance beyond the point of contact between the trolley and theconductor, which point, of course, is in the same vertical. plane withthe axle. The trolley is moving from left to right, the right-handconductor is closed, and the opposite conductoris open. The ends only ofthe lever are shown at O P. As soon as the forward-projecting ends ofthe trolley-wings strike the levers, an electrical short circuit will beformed as follows: through the trolley-wheel on the left-hand conductor,the motor, the wing of the trolley, which is on the right-handconductor, thence through the lever on that side,and to the conductor.This circuit is independent of the switch, and is in action during theshifting of said switch. The contact of the wings with the lever notonly establishes this circuit, but causes the operation of the switch,as already described, and the circuit is maintained until the trolleyreaches the space between the conductor-sections, at which time theoperation of the switch has been completed. The connection of the linewith the motor is constant, and no arc can be formed on either side.

I claim as my invention-- 1. In combination with a sectional doubleline-conductor of an electric railway,a switch between the sectionsadapted'to open one line and close the other upon the passage of thetrolley, and a trolley having connection with both lines and arranged tooperate the switch in its passage, and having also contact-surfaces inconnection with the terminals of the motor, contact-surfaces inconnection with the conductors and in line with the contactsurfaces ofthe trolley arranged to short-circuit the switch and establish anelectrical connection between the conductors while the switch isshifting,substantially as described.

2. In combination with a double sectional line-conductor of an electricrailway, a switch located between the sections, electrical connectionsbetween the sections of each line through a commutator, and a lever foroperating the commutators, a trolley having contact-surfaces in linewith the lever, whereby said lever is operated by the passing trolleyand one line is closed and the other opened by the passage of thetrolley.

In combination with a double sectional line-conductor of an electricrailway, a supporting-frame, plates attached to the sides thereofl'andinterposed insulating-pieces, said plates having the ends of thesections attached thereto, two commutators mounted on the frame, eachconnnutator being interposed between the sections of one of the lines,and levers arranged to turn the comm utators upon the passage of thetrolley, snbstantiallyas described.

4. In combinatiml with a trolley, a supporting-fram e, theinsulating-plates it B, to which the ends of the sections are attached,the shaft carrying two commutators supported in standards on the frame,each connnutator having two conducting and two non-conducting sectionsarranged alternately in respect to each other, connections between thesections on each line through one of the commutators, and mechanism inthe path of the trolley for turning the commutators one-fourthrevolution by the passage of the trolley, substantially as described.

5. In connection with the commutator-shaft arranged upon the frame andin the described relation to the sections of the line, a starwhecl onthe shaft, the operating and locking arms for the star-wheel, a leverarranged to operate these arms having its lower end in range with thetrolley and adapted to be operated thereby, and means for returning thearms after the trolley has passed, substantially as described.

6. In combination with the star-wheel of the commutator-shaft, the shortarm L and the long arm M, pivoted to move together, aninsulating-boaring on the long arm for the operating-lever, the saidoperating-lever being pivoted upon the side plate, having its upper endarranged to bear upon the insulating-bearing of the long arm and itslower end extended into range with the trolley, and the spring forreturning the arms L and M, substantially as described.

7. In combination with the arms operating with the commutator to shipthe switch, said arms being in electrical connection with theline-sections on one side of the break, a trolley havingcontact-surfaces for the levers in electrical connection wit-h theterminals of the motor, and arranged to short-circuit the switch andestablish an electrical connection between the sections on the passageof the trolley and while the switch is shifting, all substantially asdescribed.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

SIDNEY H. SHORT.

Witnesses:

FRANK L. MIDDLETON, \VALTER DONALDSON.

